Railway-gar



. J e e h S .m e. e h S 2 N A N N A R O A d 0 M 0 m RAILWAY GAR.

Patented June12, 1883".

Wzinejxeys a frjznej 2 Sheets-Sheet 2. G.F.ANNAN.

RAILWAY GAR.

(N0 Model.)

Patented June 12,1883.

.N MN

25 Fig. 2 representsa bottom plan thereof.

UNITED STATES P N O FICE.

CHARLES F. ANNAN, OFBOSTON, MASSACHUSETTS.

RA] LWAY-CA R.

SPECIFICATION forming part of Letters Patent No. 279,311, dated June 12, 1883.

Application filed October 5,1ss2. (No model.)

tion after it is started; secondly, to enable the weight of the car and its load to assist in braking or retarding the motion of the carwhen desired; .and, thirdly, to enable the ear to be stopped or retarded in its motion more positively by the combined action of its weight and of direct-acting brakes applied to the pe ripheries of its wheels.

To these ends my invention consists in the improvements which I will now proceed to describe and claim.

Of the accompanying drawings, forming a part of this specification, Figure 1 represents a sectional elevation of a car-supporting framework and wheels embodying my invention. Fig. 3 represents an outside elevation of one of the primary wheels. Fig. 4 represents an inside elevation of the same, showing the secondary wheel having an internal bearing upon the 3 flange of the rim of the primary wheel, and

at oneside forwardof the vertical axis-of the same. Fig. 5 represents a vertical section of the same when the axes of both are in the same vertical plane. I Fig. 6 shows a sectional elevation ofthe ear-supporting frame-work and wheels with brakes attacl'ledto the framework. Fig. 7 represents a bottom plan of the construction shown in Fig.6.

The same letters of reference indicate the 40 same parts in all the figures.

.In carryingout my invention I provide a primary frame, A, of suitable construction, and mount the same upon primary wheels D, adapted to run upon the track, and having axles (l, which are journaled in suitable bearings or pedestals, B, attached to the primary frame. Each primary wheel D has on its inner sidean internal flange, .I said flanges constituting curved tracks or supports for the secondary wheels hereinafter described.

E represents a secondary frame, which directly supports the body of the car, and is mounted on secondary wheels H, which bear on the flanges Iof the primary wheels, and

are free to move back and forth thereon independently of said primary wheels, the secondary wheels H being attached to tubular axles fore, that while the primary frame and its wheels are adapted to move upon the track in the usual manner, the secondary frame and its wheels are adapted to move independently of the primary. frame on the curved tracks or flanges I, so that the weight of thesecondary frame and its load can be caused to bear on said flanges either in front or at the rearof the vertical planes of the axles of the primary wheels, and thus either rotate the primary wheels or check their rotation, as the case may be, the primary wheels being rotated when the weight of the secondary frame and its load bears on the flanges I at points in front of the vertical planes of the axles C, and retarded or stopped when said weight'bears on the flanges I at points in the rear of said planes. The primary and secondary frames are connected F, which inclose the axles G of the primary by levers J J, pivoted at a a. to the secondary frame. Thelevers J J have shorter and longer arms, the "latter being preferably about six times aslong as the former. The shorter arms are connected by pins 1) b to the primary frame, said pins passing-through slots in the levers.

K K represent draw-rods connected by chains to the longer arms of the levers J and extending to the ends of the car. The horse or other power employed to draw the car is applied to one of the draw-rods or the other, according to the direction in which the car is to move. \Vhen the car is at rest the centers of the primary and secondary wheels are in the frames A E with reference to each other, the wheels of the secondary frame E being thus caused to bear on the flanges I at points in front of the vertical planes of the centers of the primary wheels, as shown in Figs. 1 and 6, and rotate said primary wheels in the direction required to move the car forward. This relative movement takes place before the entire weight of the load is felt by the power; hence in starting the car much less power is required than would be required to move the entire load, a marked gain in power being obtained by the levers J J, arranged as described. So long as the power is exerted on the draw-rods the levers J J will keep the primary and secondary frames in the same relative positions, so that the weight of the secondary frame and its load will constansly; aid in moving the car forward.

To enable the driver or other attendant to reverse the described relative movements of the frames and cause the weight of the secondary frame to bear on the flanges I at points in the rear of the primary wheels, and thus retard or stop the movement of the car, I provide the secondary frame with brake-rods M M, connected by chains L L to the primary frame. 13y winding the chainL at the forward end of the car upon its brake-rod the secondary frame E will be moved backwardly to effect the result last described.

N N, Figs. 6 and 7, represent brake-shoes secured by brackets or hangers a a to the frame A, and connected by crossed rods P P to the secondary frame. Thereare two sets of brakeshoes N for each pair of primary wheels, one set being for use when the car is moving in one direction, and the other when the car is moving in the opposite direction.

\Vhen the operator desires to stop the car more quickly and positively than by the weight of the secondary frame, as last described, he operates the brake-rods and chains so as to move the secondary frame farther backward, and thus bring one set of brake-shoes to bear upon the peripheries of each pair of primary wheels. Two systems ofbrakes are thus simultaneously brought into useviz., the weight of the secondary frame and its load and the direct-acting brakes N. Theoperator is thus enabled to stop the car even on steep gradeswithout that torsional strain on the car-axles caused by the application of brakes only to a single point on the surface of each wheel in the usual manner. The brakeshoes N do not require to bear with such a degree of pressure against the wheels as they would if said shoes alone were relied on to brake the car.

I am aware that a car has been before provided with a primary frame having internallyflanged wheels adapted to run on a track, and a secondary frame having smaller wheels adapted to run on the flanges of the primary wheels, the secondary frame supporting the load and being movable independently of the primary frame; but in the only instance of such use of which I am aware, there has been. no connec= tion between said frames such as is afforded by my levers J J, and therefore the secondary frame and its load is moved forward only after the primary frame has started, and thus caused the wheels of the secondary frame to roll forward by gravitation. My leverconnections, 011 the other hand, acted on by the power which draws the car, cause the secondary frame to.

move forward before the primary frame moves, and thus assist in moving the primary wheels instead of being first lifted by the primary wheels, as heretofore. Therefore, while I do not claim, broadly, the subject-matter above acknowledged to be old,

What I claim is 1. In a car, the combination of a primary frame mounted on primary wheels D, adapted to run on the track, a secondary load-supporting frame mounted on secondary wheels, which bear on internal flanges 011 theprimary wheels, and are movable on said flanges with said sec ondary frame independently of the primary frame and its wheels, lever-connections, substantially as described, between the primary and the secondary frame, and means for applying to said lever-connections the power used to draw the load, whereby said power is caused to move the wheels of the secondary frame forward of the vertical planes of the centers of the primary wheels D before starting the latter, as and for the purpose set forth.

2. In a car, the combination of a primary frame mounted on primary wheels D, adapted to run on the track, a secondary load-supporting frame mounted on secondary wheels, which bear on internal flanges or curved tracks on the primary wheels, and are movable with said secondary frame independently of" the primary frame, lever-connections, substantially as described, between the primary and the second ary frame, and devices, as described, whereby an attendant on the car is enabled to move the secondary frame and its load backwardly with relation to the primary frame, and cause the wheels thereof to bear on the primary wheels at points back of the vertical planes of the cen ters of the primary wheels, thereby breaking or retarding the movement of the car, as set forth. 7 r r 3; In a car, the combination of a primary frame mounted on primary wheels D, adapted to run 011 the track, a secondaryload-support ing frame mounted on secondary wheels, which bear on internal flanges or supports 011 the primary wheels, and are movable with said secondary frame independently of the primary frame, lever-connections, substantially as de scribed, between said primary and the second= ary frame, devices, as described, whereby an attendant on the car is enabled to move the secondary frame and its load backwardly to brake or retard the car, and direct acting-brakes N, adapted to bear on the primary wheels when the secondary frame is moved sufficiently by the operator, as set forth.

4. The combination of the primary frame A,

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mounted on wheels D, having internal flanges, I, the secondary frame E, mounted on wheels H, supported by said flanges, and having hollow axles inclosing the axles of the wheels D, the levers J J, connected, as described, to the frames A E, and the draw-rods K, connected to the longer arms of said levers, as set forth.

5. The combination of the primary frame A, mounted on internally-flanged wheels D, the secondary frame E, mounted on wheels H, supported by said internal flanges, and having hollow axles inclosing the axles of the wheels D, the levers J J, connecting the frames AE, and the brake-rods M and chains L, all arranged and operated substantially as described.

CHARLES F. ANNAN.

Witnesses:

SYLvENUs WALKER, A. E. Lnnvrrr. 

